Sleeve line turnout mechanism and rhombic cross turnout system

Abstract

The invention provides a mantle line turnout mechanism and a rhombic cross turnout system. The casing line turnout mechanism comprises an obtuse frog, a first point rail, a first guide rail and a first inner guard rail. The obtuse frog includes a first wing rail extending in a first direction, and a second wing rail extending from a bent portion of the first wing rail in a second direction forming an included angle with the first direction. The first point rail is arranged on one side of the first wing rail and provided with a first tip part arranged at an interval with the bent part, and the first point rail extends in the extending direction of the second wing rail. The first guide rail is arranged on the side, away from the first wing rail, of the first point rail and is parallel to the second wing rail. The first inner guard rail is arranged on the inner side of the first guide rail, is higher than the first guide rail and is constructed to block the inner side of a first wheel flange of the first wheel pair in the process that the first wheel pair runs in the area where the first tip portion is located so that a gap can be formed between the outer side of a second wheel flange of the first wheel pair and the working edge of the first tip portion.

Description

Technical Field

[0001] At least one embodiment of this disclosure relates to the field of rail transit technology, and more particularly to a switch mechanism and a diamond-shaped crossover switch system. Background Technology

[0002] A railway loop is formed by incorporating one railway line into another. Combining single turnouts of different gauges in the same direction can form a three-track loop turnout. Obtuse-angle frogs are components of this type of turnout.

[0003] Fixed obtuse-angle frogs mainly consist of V-shaped main rails, frog rails, and frog guard rails. Because obtuse-angle frogs operate in both directions, a frog rail is installed on each side of the symmetrical central axis of the obtuse-angle frog, with opposing frog rail tips. Preventing the frog rail tips from being struck by wheels is of paramount importance in the design, operation, and maintenance of obtuse-angle frogs. Summary of the Invention

[0004] In view of this, the present disclosure provides a switch mechanism that can contact the working edge of the first tip while preventing the wheelset from traveling in the area where the first tip of the first rail is located.

[0005] As a first aspect of the present disclosure, a turnout mechanism is provided, including an obtuse-angle frog, a first frog rail, a first guide rail, and a first inner guard rail. The obtuse-angle frog includes a first wing rail extending in a first direction and a second wing rail extending from a curved portion of the first wing rail in a second direction forming an angle with the first direction. The first frog rail is disposed on one side of the first wing rail and has a first tip spaced apart from the curved portion, and the first frog rail extends in the extending direction of the second wing rail. The first guide rail is disposed on the side of the first frog rail opposite to the first wing rail and is parallel to the second wing rail. The first inner guard rail is disposed inside the first guide rail and higher than the first guide rail, and is configured to block the inner side of the first flange of the first wheelset during travel in the area where the first tip is located, so that a gap is formed between the outer side of the second flange of the first wheelset and the working edge of the first tip.

[0006] According to embodiments of this disclosure, the turnout mechanism further includes a second center rail and a first outer guard rail. The second center rail is disposed on one side of the second wing rail and has a second tip spaced apart from the curved portion. The second center rail extends in the extending direction of the first wing rail. The first outer guard rail is disposed above the first guide rail on the outside of the first guide rail and facing the second center rail. It is configured to block the outer side of the first wheel of the first wheelset during the travel of the first wheel in the area where the second tip is located, so that a gap is formed between the inner side of the second rim of the first wheelset and the non-working edge of the second tip.

[0007] According to an embodiment of this disclosure, a limit mark is provided on the side of the first outer guard rail near the obtuse-angle frog, and the distance between the limit mark and the side surface of the first outer guard rail near the obtuse-angle frog is less than the maximum gap between the outer side of the second wheel flange and the first center rail.

[0008] According to embodiments of this disclosure, the turnout mechanism further includes a second guide rail and a second inner guard rail. The second guide rail is disposed parallel to the first wing rail on the side of the second center rail opposite to the second wing rail. The second inner guard rail is disposed inside the second guide rail and higher than the second guide rail, and is configured to block the inner side of the third flange of the second wheelset during travel in the area where the second tip is located, so that a gap is formed between the outer side of the second flange of the second wheelset and the working edge of the second tip.

[0009] According to embodiments of this disclosure, the turnout mechanism further includes a second outer guard rail. The second outer guard rail is disposed outside the second guide rail and faces the first center rail, and is configured to block the outer side of the third wheel of the second wheelset during the travel of the second wheel in the area where the first tip is located, so that a gap is formed between the inner side of the fourth flange of the second wheelset and the non-working edge of the first tip.

[0010] According to embodiments of this disclosure, in the orthographic projection in the third direction, the projection of the second tip and the projection of the harmful space formed between the second center rail and the second wing rail both coincide with the projection of the first outer guard rail. The third direction is orthogonal to the second direction. In the orthographic projection in the fourth direction, the projection of the first tip and the projection of the harmful space formed between the first center rail and the first wing rail both coincide with the projection of the second outer guard rail. The fourth direction is orthogonal to the first direction.

[0011] According to embodiments of this disclosure, in a third-direction orthographic projection, the projection of the first tip coincides with the projection of the first inner guard rail. In a fourth-direction orthographic projection, the projection of the second tip coincides with the projection of the second inner guard rail.

[0012] According to embodiments of this disclosure, in a third-direction orthographic projection, the projection of the second tip coincides with the projection of the first inner guard rail. In a fourth-direction orthographic projection, the projection of the first tip coincides with the projection of the second inner guard rail.

[0013] According to embodiments of this disclosure, the switch mechanism further includes multiple positioning components. A portion of the positioning components are disposed between the first outer guard rail and the first guide rail, and another portion of the positioning components are disposed between the second outer guard rail and the second guide rail, to limit the relative position between the first outer guard rail and the first guide rail, and to limit the relative position between the second outer guard rail and the second guide rail.

[0014] According to embodiments of this disclosure, the turnout mechanism further includes a frog guard rail. The frog guard rail is disposed on the side of the first and second center rails closest to the first guide rail.

[0015] According to embodiments of this disclosure, in the orthographic projection of the third direction, the projections of the first tip and the second tip both coincide with the projection of the turnout guard rail. The third direction is orthogonal to the second direction.

[0016] According to embodiments of this disclosure, the turnout mechanism further includes multiple limiting components. A portion of the limiting components are connected to the first wing rail, the first center rail, and the frog guard rail, while another portion of the limiting components are connected to the second wing rail, the second center rail, and the frog guard rail.

[0017] As a second aspect of the present disclosure, a diamond-shaped turnout system is provided, including a loop turnout mechanism.

[0018] According to the switch mechanism of this disclosure, a first inner guard rail is provided on the inner side of the first guide rail (the side closer to the obtuse-angle frog). When the first wheelset travels along a predetermined path towards the hazardous space where the first tip is located, the inner side of the first wheel flange is physically blocked by the first inner guard rail, which is located inside and higher than the first guide rail. Due to the forced intervention of the first inner guard rail, the first wheel flange cannot deviate inward and is stably constrained on the safe track. The constraint force provided by the first inner guard rail is transmitted to the second wheel flange through the first axle, forcing the second wheel flange to move outward, thereby actively forming a safety gap between the outer side of the second wheel flange and the working edge of the first tip. This gap ensures that the wheels will not be impacted, climb, or jammed when the first wheelset passes through the area where the tip of the frog is located, avoiding the second wheel flange impacting the non-working edge of the frog rail, thus improving driving safety and the durability of the switch structure.

[0019] According to the diamond-shaped turnout system provided in this disclosure, by setting up a loop turnout mechanism including an obtuse-angle frog, a point rail, a guide rail, and a guard rail, and combining the angled arrangement of the first wing rail extending along a first direction and the second wing rail extending from the curved part along a second direction in the obtuse-angle frog, a suitable steering guidance reference is provided for bidirectional wheelsets. By the interval matching arrangement of the first point rail and the first wing rail, and the second point rail and the second wing rail in the loop turnout mechanism, and the parallel arrangement of the first guide rail and the second guide rail with the corresponding wing rail, the track components within the system are matched with each other, which helps to avoid structural interference and provide stable support and guidance for the wheelsets. By setting the height of the first inner guard rail in the loop turnout mechanism, the lateral displacement of the wheelsets is constrained, which helps to avoid the risk of the wheelset flange impacting the non-working side of the point rail. Attached Figure Description

[0020] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0021] Figure 1 A schematic top view of a switch mechanism according to an embodiment of the present disclosure is shown;

[0022] Figure 2 Schematic illustration Figure 1 The cross-sectional view of AA is shown below;

[0023] Figure 3 Schematic illustration Figure 1 The cross-sectional view of BB shown;

[0024] Figure 4 Schematic illustration Figure 1 The cross-sectional view of CC shown;

[0025] Figure 5 Schematic illustration Figure 1 The cross-sectional view of DD is shown.

[0026] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0027] 1. Obtuse-angled frog; 11. First wing rail; 12. Second wing rail;

[0028] 2. First central orbit; 21. First tip; 22. First orbital body;

[0029] 3. Second central orbit; 31. Second tip; 32. Second orbital body;

[0030] 4. First guide rail;

[0031] 51. First outer guard rail; 511. Limit indicator; 52. First inner guard rail;

[0032] 6. First round of pairs; 61. First round edge; 62. Second round edge;

[0033] 7. Positioning components;

[0034] 8. Second guide rail;

[0035] 91. Second outer guard rail; 911. Limit indicator; 92. Second inner guard rail;

[0036] 10. Turnout guard rails;

[0037] 100. Limiting components;

[0038] 200, Second round; 201, Fourth round edge; 202, Third round edge. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0040] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0041] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0042] When using expressions such as "at least one of A, B, and C," the meaning should generally be interpreted according to the understanding of someone skilled in the art. For example, "a system having at least one of A, B, and C" should include, but is not limited to, systems having A alone, having B alone, having C alone, having A and B, having A and C, having B and C, and / or having A, B, and C. Similarly, when using expressions such as "at least one of A, B, or C," the meaning should generally be interpreted according to the understanding of someone skilled in the art. For example, "a system having at least one of A, B, or C" should include, but is not limited to, systems having A alone, having B alone, having C alone, having A and B, having A and C, having B and C, and / or having A, B, and C.

[0043] It should also be noted that the directional terms mentioned in the embodiments, such as "up," "down," "front," "back," "left," and "right," are only for reference to the directions in the accompanying drawings and are not intended to limit the scope of protection of this disclosure. Throughout the drawings, the same elements are represented by the same or similar reference numerals. Conventional structures or constructions will be omitted where they may cause confusion in understanding this disclosure.

[0044] In the process of realizing this disclosure, it was discovered that in the related technologies, the obtuse angle frog 1 used in the turnout mainly has two structural forms: a fixed structure and a movable frog structure.

[0045] Fixed frog structures are further divided into integrally cast high-manganese steel or rail assembly forms. Because fixed frog structures have hazardous spaces, independent frog guard rails 10 are required to guide the wheelset movement. However, since the installation position of the frog guard rail 10 is fixed, and the wheel flanges are in different positions during bidirectional travel (for example, when the train passes from direction A, the flange of the left wheel will be close to the inside of the left rail; when the train passes from direction B, the flange of the right wheel will be close to the inside of the right rail), let's assume the frog guard rail 10 is installed on the left side of the frog. When the train travels from direction A, the flange of the left wheel will pass precisely through the working area of ​​the guard rail. The frog guard rail 10 perfectly blocks the flange, pushing it to a safe outer side, allowing the wheel to pass smoothly through the tip of the frog rail. At this time, the guard rail provides ideal guidance and restraint. When the train travels from direction B, the flange of the right wheel needs to be guided. However, the frog guard rail 10 is fixed on the left side. The left-side guard rail is far from the right-side wheel flange, failing to provide effective guidance. The right-side wheel can only rely on its own trajectory and the shape of the opposite side's frog to pass through the hazardous space, making it prone to the wheelset flange back impacting the non-working edge of the frog. This is especially true for the larger obtuse-angle frog 1, whose frog tip angle is smaller, width is narrower, and structural strength is relatively weak, making it susceptible to damage upon impact and affecting driving safety.

[0046] The track gauge of the movable point structure is continuous and uninterrupted, with no harmful spaces, and no need for additional guard rails. However, in special installation scenarios such as level crossings, the switching action of the movable point can interfere with the safety of pedestrians and vehicles, and conventional switching equipment cannot be installed in these scenarios, requiring specialized switching equipment, which increases equipment investment costs. At the same time, the movable point structure itself is relatively complex, resulting in a large workload for later maintenance and repair.

[0047] Figure 1 A schematic top view of a switch mechanism according to an embodiment of the present disclosure is shown. Figure 2 Schematic illustration Figure 1 The cross-sectional view of AA is shown.

[0048] One aspect of this disclosure provides a switch mechanism, such as... Figure 1 and Figure 2As shown, the switch mechanism includes an obtuse-angle frog 1, a first center rail 2, a first guide rail 4, and a first inner guard rail 52. The obtuse-angle frog 1 includes a first wing rail 11 extending in a first direction and a second wing rail 12 extending from the curved portion of the first wing rail 11 in a second direction forming an angle with the first direction. The first center rail 2 is disposed on one side of the first wing rail 11 and has a first tip 21 spaced apart from the curved portion. The first center rail 2 extends in the extending direction of the second wing rail 12. The first guide rail 4 is disposed on the side of the first center rail 2 opposite to the first wing rail 11 and is parallel to the second wing rail 12. The first inner guard rail 52 is disposed inside the first guide rail 4 and is higher than the first guide rail 4. It is configured to block the inner side of the first rim 61 of the first wheelset 6 during travel in the area where the first tip 21 is located, so that a gap is formed between the outer side of the second rim 62 of the first wheelset 6 and the working edge of the first tip 21.

[0049] According to the embodiments of the present disclosure, the switch mechanism of the looper is provided with a first inner guard rail 52 on the inner side of the first guide rail 4 (the side closer to the obtuse-angle frog 1). When the first wheelset 6 travels along a predetermined path toward the hazardous space where the first tip 21 is located, the inner side of the first wheel flange 61 is physically blocked by the first inner guard rail 52, which is located inside and higher than the first guide rail 4. Due to the forced intervention of the first inner guard rail 52, the first wheel flange 61 cannot deviate inward and is stably constrained on the safe track. The constraint force provided by the first inner guard rail 52 is transmitted to the second wheel flange 62 through the first axle, forcing the second wheel flange 62 to move outward, so that a safe gap is actively formed between the outer side of the second wheel flange 62 and the working edge of the first tip 21. This gap ensures that the wheels will not be impacted, climb the rail, or get stuck when the first wheelset 6 passes through the area where the frog tip is located, and avoids the second wheel flange 62 impacting the non-working edge of the first frog 2, thereby improving the driving safety and durability of the looper mechanism.

[0050] According to embodiments of this disclosure, such as Figure 1 As shown, the first center rail 2 includes a first rail body 22 and a first tip 21 extending from one end of the first rail body 22. The first tip 21 is a tapered pointed structure, used to cooperate with the first guide rail 4 to guide the first wheelset 6 smoothly from one track (the track formed by the first center rail 2 and the first guide rail 4) to another track (the track formed by the second wing rail 12 and the first guide rail 4). Similarly, the second center rail 3 includes a second rail body 32 and a second tip 31 extending from one end of the second rail body 32. The second tip 31 is a tapered pointed structure and faces the first tip 21 at a distance.

[0051] According to embodiments of this disclosure, the working edge is the side of the first center rail 2 that, when the wheelset passes through the obtuse-angled frog 1, the wheel flange rolls along the corresponding track, and the side of the wheel flange that is in contact with, guides, and moves forward along this track (e.g., Figure 1The side of the first center rail 2 that is away from the first wing rail 11. By setting the first inner guard rail 52 to make early contact with the first wheel flange 61 of the first wheel pair 6, the direct and rigid impact between the second wheel flange 62 and the working edge of the first tip is avoided.

[0052] As an example, the obtuse-angle turnout 1 includes a first wing rail 11 and a second wing rail 12. The first direction and the second direction form an obtuse angle (e.g., 120° to 150°). The first wing rail 11 includes a body extending along the first direction and a curved portion connected to one end of the body. The curved portion is disposed between the body and the second wing rail 12, so that the body and the second wing rail 12 are smoothly connected.

[0053] In such an embodiment, the extension direction of the first wing rail 11 can be understood as the extension direction of the body.

[0054] As an example, the first wing rail 11 and the second wing rail 12 can be integrally formed. Alternatively, the first wing rail 11 and the second rail can be rigidly connected by welding, screwing, or other methods.

[0055] According to embodiments of this disclosure, such as Figure 1 As shown, the switch mechanism also includes a second point rail 3. The second tip 31 of the second point rail 3 faces the first tip 21 of the first point rail 2. The second point rail 3 is located on one side of the second wing rail 12.

[0056] As an example, the curved portion can be understood as the part in the obtuse-angled fork 1 whose projections along the fourth direction orthogonal to the first direction coincide with the projections of the first center rail 2, the harmful space formed between the first center rail 2 and the first wing rail 11, the second center rail 3, and the harmful space formed between the second center rail 3 and the second wing rail 12.

[0057] As an example, the first inner guard rail 52 can be manufactured using an I-beam steel rail.

[0058] According to an embodiment of this disclosure, the first inner guard rail 52 is higher than the first guide rail 4, so that a gap is formed between the outer side of the second wheel rim 62 of the first wheelset 6 and the working edge of the first tip 21, so that the second wheel rim 62 is always disengaged from the working edge of the first tip 21 during the process of traveling in the area where the first tip 21 is located.

[0059] According to embodiments of this disclosure, in a third-direction orthographic projection, the projected length of the first tip 21 coincides with the projected length of the first inner guard rail 52. That is, the length of the first guard rail is greater than the length of the first tip rail. Thus, the effective length of the first inner guard rail 52 completely covers or even exceeds the dangerous length of the first tip 21, ensuring that the first wheelset 6 is effectively guided and constrained by the first inner guard rail 52 before entering the area of ​​the first tip 21; this constraint is released only after it has completely passed the first tip 21.

[0060] According to embodiments of this disclosure, such as Figure 1 As shown, the turnout mechanism also includes a frog guard rail 10. The frog guard rail 10 is located on the side of the first guide rail 4 near the first guide rail 4 of the first rail 2 and the second rail 3.

[0061] As an example, such as Figure 1 As shown, the turnout guard rail 10 can be a V-shaped structure. The throat of the turnout guard rail 10 can be directly aligned with the throat of the obtuse-angle turnout 1.

[0062] In some exemplary embodiments, the turnout guard rail 10 is manufactured using, but is not limited to, I-beam rails.

[0063] When the first wheelset 6 travels along the first guide rail 4, the frog guard rail 10 provides axial restraint, forcing the wheel flange to float up to safely cross the harmful space between the first center rail 2 and the second center rail 3, preventing derailment; while when the first wheelset 6 merges into the first center rail 2 from the direction of the first wing rail 11, the frog guard rail 10 forcibly pushes the wheel flange on the other side of the wheelset away from the dangerous tip of the first center rail 2 through lateral contact, avoiding collision.

[0064] According to an embodiment of this disclosure, in the orthographic projection of the third direction, the projection length of the first tip 21 and the projection length of the second tip 31 both coincide with the projection length of the turnout guard rail 10; wherein, the third direction is orthogonal to the second direction.

[0065] In this way, the protection range of the turnout guard rail 10 can completely cover the dangerous action length of the two tips (first tip 21 and second tip 31) in space, eliminating any blind spots and thus maximizing driving safety.

[0066] According to an embodiment of this disclosure, in a third-direction orthographic projection, the projection of the second tip 31 coincides with the projection of the first inner guard rail 52.

[0067] According to embodiments of this disclosure, in a third-direction orthographic projection, the projection length of the first tip 21 and the projection length of the second tip 31 both coincide with the projection length of the first inner guard rail 52.

[0068] The effective protection length of the first inner guard rail 52 simultaneously and completely covers the dangerous operating lengths of the first tip 21 and the second tip 31 on the travel path of the first wheelset 6. When the first wheelset 6 travels on the track formed by the first center rail 2 and the first guide rail 4, the first inner guard rail 52, through contact with the wheel, forcibly pushes the other wheel flange away from the first tip 21 to prevent collision. When the first wheelset 6 travels on the track formed by the second wing rail 12 and the first guide rail 4, the first inner guard rail 52, through its side contact with the wheel, provides continuous lateral (or axial) restraint, forcing the wheel flange to float up and cross the dangerous space between the first center rail 2 and the first wing rail 11 and the dangerous space between the second center rail 3 and the second wing rail 12, and in this process acts as a transition guide to ensure that the first wheelset 6 passes smoothly and prevents derailment.

[0069] In such an embodiment, by setting an obtuse-angled frog 1 including a first wing rail 11 and a second wing rail 12, and the first wing rail 11 extending along a first direction, and the second wing rail 12 extending from the curved portion of the first wing rail 11 along a second direction at an angle to the first direction, the basic structure of the switch mechanism is built, providing a basic track frame for cross-line guidance of the wheelset.

[0070] The obtuse-angle frog 1, composed of the first wing rail 11 and the second wing rail 12, reduces the number of complex switch drive components compared to the movable frog structure in related technologies. It has a simpler structure and a higher degree of standardization. The fixed structure helps to reduce the actions of changing rail components. Therefore, in special scenarios such as level crossings, it helps to avoid interference with the safety of pedestrians and vehicles due to frog switching. At the same time, it reduces the need for supporting special switch equipment, which helps to reduce equipment investment costs. It also facilitates the use of rail assembly structure, which is convenient for prefabrication in the factory and on-site assembly. It helps to inspect and repair fixed components during later maintenance, which helps to solve the problems of complex movable frog structure and large maintenance workload in related technologies.

[0071] The first center rail 2 is set on one side of the first wing rail 11, with the first tip 21 and the curved part spaced apart, so as to realize the layout of the first center rail 2 and the obtuse angle fork 1 to avoid structural interference and provide a guide surface for cross-line adaptation of the wheelset. The spaced arrangement of the first center rail 2 and the first wing rail 11 avoids rigid collision and interference with the first wheelset 6.

[0072] The first guide rail 4 is located on the side of the first center rail 2 away from the first wing rail 11 and parallel to the second wing rail 12. It works in conjunction with the first center rail 2 or the second wing rail 12 to provide support and guidance for the movement of the first wheelset 6.

[0073] The first inner guard rail 52 is positioned higher than the inner side of the first guide rail 4, so that the first inner guard rail 52 can block the inner side of the first wheel flange 61 of the first wheelset 6, thereby constraining the axial displacement of the first wheelset 6. This creates a stable and safe gap between the outer side of the second wheel flange 62 and the working edge of the first tip 21. Abnormal friction or jamming occurs between the second wheel flange 62 and the working edge of the first tip 21, so that the first wheelset 6 can block the inner side of the first wheel flange 61 whether it enters from direction A parallel to the second direction or from direction B opposite to direction A. By utilizing the rigid connection of the wheelset, a gap is created between the second wheel flange 62 and the working edge of the first tip 21, preventing the first wheelset 6 from colliding with the first tip 21.

[0074] In addition, addressing the pain points of small tip angle, narrow width, and weak strength of obtuse angle turnout 1 forks of large numbers (e.g., 9 and above), the rigid limit of the first inner guard rail 52 avoids wheel set impact, reduces the risk of damage such as tip breakage of the first inner guard rail 2, improves driving safety, and extends the service life of the first inner guard rail 2.

[0075] In the process of developing this disclosure, it was discovered that under ideal driving conditions, the wheel flange or wheel back (such as the outer wheel back corresponding to the second flange 62 in the first wheelset 6) should not come into contact with the non-working edge. However, due to the harmful space in the obtuse-angled frog 1, in some driving directions, the wheelset (such as the first wheelset 6) will experience slight lateral (or axial) displacement and sway, causing the outer wheel back of one of its wheels to swing laterally and impact the non-working edge of the opposite frog (such as the second frog 3). This impact is an unintended rigid harmful impact, and because its point of impact is the weak tip of the frog (such as the second tip 31), it is prone to causing a frog tip "dropping" driving accident.

[0076] Figure 3 Schematic illustration Figure 1 The cross-sectional view of BB is shown.

[0077] According to embodiments of this disclosure, such as Figures 1 to 3 As shown, the switch mechanism also includes a second center rail 3 and a first outer guard rail 51. The second center rail 3 is disposed on one side of the second wing rail 12 and has a second tip 31 spaced apart from the curved portion. The second center rail 3 extends in the extending direction of the first wing rail 11. The first outer guard rail 51 is disposed above the first guide rail 4 on the outside of the first guide rail 4 and facing the second center rail 3. It is configured to block the outside of the first wheel of the first wheelset 6 during the travel of the first wheel in the area where the second tip 31 is located, so that a gap is formed between the inner side of the second rim 62 of the first wheelset 6 and the non-working side of the second tip 31.

[0078] In this embodiment, when the first wheelset 6 travels along the first line formed by the first center rail 2 and the first guide rail 4 towards the area where the second tip 31 is located, the running trajectory of the first wheelset 6 is close to the outside of the first guide rail 4. The first outer guard rail 51, located on the outside of the first guide rail 4 (the side of the first guide rail 4 away from the obtuse-angle fork 1), will block the outside of the first wheel from the outside. The blocking force provided by the first outer guard rail 51 is transmitted to the other side of the wheelset through the axle, forcibly shifting the second wheel flange 62 away from the second center rail 3, so that a safety gap is actively formed between the inner side of the second wheel flange 62 and the non-working side of the second tip 31. This gap ensures that when the first wheelset 6 passes through the structural weak point of the second tip 31, the second wheel flange 62 will not collide with the non-working side of the second tip 31 (the non-working side is the rail surface on the center rail opposite to the working side) due to excessive axial play, eliminating the risk of derailment in the axial direction.

[0079] The first outer guard rail 51 and the first inner guard rail 52 work together to form a complete and symmetrical obtuse-angle frog 1 safety system. No matter which direction the first wheel pair 6 passes from, the wheel flanges on both sides of the first wheel pair 6 can be accurately and actively guided and constrained, fundamentally solving the safety problem of fixed frogs in two-way traffic.

[0080] According to an embodiment of this disclosure, a limit mark 511 is provided on the side of the first outer guard rail 51 near the obtuse-angle fork 1.

[0081] As an example, the limit mark 511 can be a groove (e.g., laser engraving) formed on the side or top surface of the first outer guard rail 51. The groove depth can be about 1 mm. When the side of the first outer guard rail 51 is worn to the engraving position, maintenance is indicated. It should be understood that the embodiments of this disclosure are not limited to this.

[0082] A limit indicator 511 is installed on the side of the first outer guard rail 51 near the obtuse-angle frog 1. Maintenance personnel can quickly determine whether the first outer guard rail 51 is in the designed working position simply by visual inspection or with simple tools, without the need for complex measurements. Once it is found that the relative position of the first outer guard rail 51 and the limit indicator 511 exceeds the allowable range, an immediate warning will be given that the first outer guard rail 51 has worn to the limit value, allowing maintenance personnel to make timely adjustments or replacements, thus avoiding potential derailment accidents caused by the failure of the first outer guard rail 51 going unnoticed.

[0083] According to an embodiment of this disclosure, the distance between the limiting mark 511 and the side surface of the first outer guard rail 51 near the obtuse-angled fork 1 is less than the maximum gap between the outer side of the second wheel flange 62 and the first center rail 2.

[0084] When the wear of the first outer guard rail 51 has not yet reached a level sufficient to cause a collision, it will first wear down to the limit indicator 511. The limit indicator 511 provides on-site inspectors with a direct and clear fault signal, indicating that the first outer guard rail 51 has deviated from its intended working position and its safety protection capability is decreasing. This allows potential fatal faults to be detected early and easily, thereby triggering maintenance intervention before an accident occurs and improving the reliability and safety of the turnout mechanism.

[0085] By setting the first outer guard rail 51, a limiting constraint is formed on the outer side of the first wheel pair 6, avoiding the possibility of the second wheel edge 62 hitting the non-working edge of the second tip.

[0086] According to an embodiment of this disclosure, in the orthographic projection of the third direction, the projection length of the second tip 31 and the projection length of the harmful space formed between the second center rail 3 and the second wing rail 12 both coincide with the projection of the first outer guard rail 51; wherein, the third direction is orthogonal to the second direction.

[0087] In this embodiment, the projected length of the first outer guard rail 51 simultaneously covers the dangerous action length of the second tip 31 and the harmful space behind it, ensuring that when the first wheelset 6 passes through this area, it can be effectively guided to avoid impacting the second tip 31, and can also obtain continuous lateral restraint to safely cross the harmful space. Thus, continuous and seamless safety assurance is achieved with the most compact structure, improving the overall reliability and structural efficiency of the turnout system.

[0088] Figure 4 Schematic illustration Figure 1 The cross-sectional view of CC shown is shown. Figure 5 Schematic illustration Figure 1 The cross-sectional view of DD is shown.

[0089] According to embodiments of this disclosure, such as Figure 1 , Figure 4 and Figure 5 As shown, the switch mechanism also includes a second guide rail 8 and a second inner guard rail 92. The second guide rail 8 is arranged parallel to the first wing rail 11 on the side of the second center rail 3 opposite to the second wing rail 12. The second inner guard rail 92 is located inside the second guide rail 8 and is higher than the second guide rail 8. It is configured to block the inner side of the third wheel flange 202 of the second wheelset 200 during the travel of the second wheelset 200 in the area where the second tip 31 is located, so that a gap is formed between the outer side of the second wheel flange 62 of the second wheelset 200 and the working edge of the second tip 31.

[0090] As an example, the second inner guard rail 92 can be an I-beam rail.

[0091] As an example, the distance G2 between the second guide rail 8 and the first wing rail 11 can be greater than the distance G1 between the first guide rail 4 and the second wing rail 12, so that the first wheel pair 6 and the second wheel pair 200 with different wheelbases can be guided between the second guide rail 8 and the first wing rail 11, and between the first guide rail 4 and the second wing rail 12.

[0092] Alternatively, the distance between the second guide rail 8 and the first wing rail 11 can be equal to the distance between the first guide rail 4 and the second wing rail 12. Alternatively, the distance between the second guide rail 8 and the first wing rail 11 can be less than the distance between the first guide rail 4 and the second wing rail 12.

[0093] According to an embodiment of this disclosure, the switch mechanism further includes a second outer guard rail 91. The second outer guard rail 91 is disposed outside the second guide rail 8 and facing the first center rail 2, and is configured to block the outer side of the third wheel of the second wheelset 200 during the travel of the second wheel in the area where the first tip 21 is located, so that a gap is formed between the inner side of the fourth wheel flange 201 of the second wheelset 200 and the non-working edge of the first tip 21.

[0094] As an example, the second outer guard rail 91 can be an I-beam rail.

[0095] According to an embodiment of this disclosure, in the orthographic projection in the fourth direction, the projection of the first tip 21 and the projection of the harmful space formed between the first center rail 2 and the first wing rail 11 both coincide with the projection of the second outer guard rail 91. The fourth direction is orthogonal to the first direction.

[0096] According to an embodiment of this disclosure, in the orthographic projection in the fourth direction, the projection of the second tip 31 coincides with the projection of the second inner guard rail 92.

[0097] In this embodiment, the first inner guard rail 52 helps to block the inner side of the first wheel rim 61 of the first wheelset 6, preventing abnormal contact between the outer side of the second wheel rim 62 and the working edge of the first tip 21; the first outer guard rail 51 helps to form a safe gap between the inner side of the second wheel rim 62 and the non-working edge of the second tip 31; the second inner guard rail 92 helps to block the inner side of the third wheel rim 202 of the second wheelset 200, ensuring the gap between the outer side of the second wheel rim 62 and the working edge of the second tip 31; the second outer guard rail 91 helps to maintain the gap between the inner side of the fourth wheel rim 201 and the non-working edge of the first tip 21.

[0098] According to an embodiment of this disclosure, in the orthographic projection in the fourth direction, the projection of the first tip 21 coincides with the projection of the second inner guard rail 92.

[0099] Other features of this implementation have become apparent in the above embodiments and will not be repeated here.

[0100] According to embodiments of this disclosure, the switch mechanism further includes a plurality of positioning components 7. A portion of the positioning components 7 are disposed between the first outer guard rail 51 and the first guide rail 4, and another portion of the positioning components 7 are disposed between the second outer guard rail 91 and the second guide rail 8, so as to limit the relative position between the first outer guard rail 51 and the first guide rail 4, and to limit the relative position between the second outer guard rail 91 and the second guide rail 8.

[0101] As an example, the positioning component 7 may include a split-type spacer. The split-type spacer is disposed between the first outer guard rail 51 and the first guide rail 4, fixing the first outer guard rail 51 and the first guide rail 4 together and maintaining the distance between them. The split-type spacer is disposed between the second outer guard rail 91 and the second guide rail 8, fixing the second outer guard rail 91 and the second guide rail 8 together and maintaining the distance between them.

[0102] The positioning component 7 also includes fasteners. The fasteners may include screws. The fasteners pass through the first guide rail 4 and the first outer guard rail 51, connecting the first guide rail 4 and the first outer guard rail 51. The fasteners also pass through the second guide rail 8 and the second outer guard rail 91, connecting the second guide rail 8 and the second outer guard rail 91.

[0103] In this embodiment, by setting multiple positioning components 7, the critical distance between the outer guard rail and the guide rail (i.e., the first outer guard rail 51 and the first guide rail 4, and the second outer guard rail 91 and the second guide rail 8) is maintained, which enhances the ability of the frog area to resist the lateral impact force and vibration generated when the train passes, reduces the displacement or deformation of the outer guard rail, and ensures the stability and safety of long-term operation.

[0104] According to embodiments of this disclosure, the switch mechanism further includes multiple limiting components 100. A portion of the limiting components 100 are connected to the first wing rail 11, the first center rail 2, and the frog guard rail 10, while another portion of the limiting components 100 are connected to the second wing rail 12, the second center rail 3, and the frog guard rail 10.

[0105] As an example, the limiting component 100 may include spacer blocks. The spacer blocks are disposed between the first wing rail 11 and the first center rail 2, and between the first center rail 2 and the frog guard rail 10, respectively fixing the first wing rail 11 and the first center rail 2, and the first center rail 2 and the frog guard rail 10 together, and maintaining the distance between the first wing rail 11 and the first center rail 2, and maintaining the distance between the first center rail 2 and the frog guard rail 10. The spacer blocks are disposed between the second wing rail 12 and the second center rail 3, and between the second center rail 3 and the frog guard rail 10, respectively fixing the second wing rail 12 and the second center rail 3, and the second center rail 3 and the frog guard rail 10 together, and maintaining the distance between the second wing rail 12 and the second center rail 3, and maintaining the distance between the second center rail 3 and the frog guard rail 10.

[0106] In some exemplary embodiments, the limiting component 100 includes, but is not limited to, the use of bolt assemblies. The bolts can simultaneously pass through the connection holes of the first wing rail 11, the first center rail 2, and the frog guard rail 10 to form a rigid connection. Alternatively, the bolts can pass through both the first wing rail 11 and the first center rail 2. Alternatively, the bolts can simultaneously pass through the connection holes of the second wing rail 12, the second center rail 3, and the frog guard rail 10 to form a rigid connection. Alternatively, the bolts can pass through both the second wing rail 12 and the second center rail 3. This reduces the relative displacement between components, which is beneficial for improving the load-bearing capacity and stability of the structure.

[0107] Bolt assemblies include, but are not limited to, integrated structures using bolts, nuts, and lock washers.

[0108] As another aspect of the present disclosure, a diamond-shaped turnout system is provided, including a loop turnout mechanism.

[0109] In some exemplary embodiments, the diamond-shaped turnout system includes, but is not limited to, a symmetrical assembly of turnout mechanisms, where the obtuse-angled frogs 1 of each mechanism form a diamond-shaped intersection node, and the first guide rail 4 and the second guide rail 8 are respectively connected to the main line rails, and includes, but is not limited to, the installation of concrete sleepers, which are fixed to the guide rails by fasteners.

[0110] When the first wheelset 6 travels to the area of ​​the first tip 21, the first inner guard rail 52 blocks the inner side of the first wheel flange 61, helping the wheelset maintain its lateral position and creating a stable gap between the outer side of the second wheel flange 62 and the working edge of the first tip 21. When the first wheelset 6 travels to the area of ​​the second tip 31, the first outer guard rail 51 helps prevent the inner side of the second wheel flange 62 from impacting the non-working edge of the second tip 31. Similarly, the second inner guard rail 92 and the second outer guard rail 91 respectively constrain the travel of the second wheelset 200 in different tip areas. At the same time, through the projection design in the third direction (orthogonal to the second direction) and the fourth direction (orthogonal to the first direction), the projections of the harmful spaces between each tip and the center rail and the wing rail coincide with the corresponding guard rail projections, helping to achieve coverage of the harmful spaces.

[0111] In this embodiment, by setting up a loop turnout mechanism including an obtuse-angle frog 1, a point rail, a guide rail, and a guard rail, and combining the angled layout of the first wing rail 11 extending along a first direction and the second wing rail 12 extending from the curved part along a second direction in the obtuse-angle frog 1, the basic framework for the system's track steering is established, which is beneficial for providing a suitable steering guidance reference for bidirectional wheelsets. Through the interval adaptation arrangement of the first point rail 2 and the first wing rail 11, and the second point rail 3 and the second wing rail 12 in the loop turnout mechanism, and the parallel arrangement of the first guide rail 4 and the second guide rail 8 with their corresponding wing rails, the track components within the system are matched with each other, which is beneficial for avoiding structural interference and providing stable support and guidance for the wheelsets. Through the height setting of the first inner guard rail 52 in the loop turnout mechanism, it helps to constrain the lateral displacement of the wheelsets, which is beneficial for avoiding the risk of the wheelset flange impacting the non-working side of the point rail. At the same time, it is beneficial for avoiding the drawbacks of the spacer connection in related technologies, which is beneficial for improving the driving safety and maintenance convenience of the diamond intersection turnout system.

[0112] Furthermore, by integrating multiple turnout mechanisms and utilizing the wing-rail angle layout of the obtuse-angle frog 1 in each mechanism, a multi-directional steering basic framework for the diamond intersection area is constructed. The wing rails, point rails, and guide rails of each mechanism form a collaborative guiding network. Addressing the multi-directional driving needs in the diamond intersection system (including straight, lateral, and intersecting directions), the guard rails of different mechanisms work in conjunction with the point rail to provide targeted guiding constraints for the wheelsets of each path. For example, wheelsets traveling in an intersecting direction can be limited by the coordinated movement of the outer and inner guard rails of adjacent mechanisms, helping to ensure trajectory accuracy and effectively solving the trajectory deviation problem that easily occurs in multi-directional driving in intersection systems.

[0113] Using a fixed obtuse-angle frog 1 in the switch mechanism helps reduce the number of movable frogs, improves structural uniformity, and allows the system to avoid interference from the conversion of movable frogs in special areas such as level crossings. This facilitates direct adaptation to conventional installation scenarios. Simultaneously, the standardized fixed structure reduces the types of spare parts, lowering system-level equipment procurement and inventory costs. Later maintenance is also easier and less demanding due to structural complexity. Then, the limiting component 100 integrates and connects the first wing rail 11, the first frog rail 2, and the frog guard rail 10, as well as the second wing rail 12, the second frog rail 3, and the frog guard rail 10. This helps avoid relative displacement between components in distributed connections found in related technologies, forming a rigid whole with the core components of each mechanism. This enhances the system's capacity to handle heavy loads and high-frequency traffic. Furthermore, the projection coverage design of the frog guard rail 10 over the first tip 21 and the second tip 31 further strengthens the system's protection of the frogs, improving the safety factor of traffic in intersection areas compared to a single mechanism.

[0114] The adjustable design of the positioning component 7 in the turnout mechanism facilitates the standardization of the guard rail adjustment method for the entire system. The adjustment of the guard rail flange groove is completed through the positioning component 7, reducing the need for special tools or complex procedures. At the same time, the unified fixed structure helps to ensure consistent maintenance procedures for each mechanism, making it easier for maintenance personnel to complete the inspection and maintenance of multiple mechanisms in batches. Compared with the cross-system model in related technologies that uses different components and different maintenance methods, this helps to shorten maintenance time and reduce maintenance labor costs.

[0115] Other features of this implementation have become apparent in the above embodiments and will not be repeated here.

[0116] Therefore, in the switchgear mechanism and diamond crossover switchgear system provided in this disclosure, the obtuse-angle frog 1 uses a rail assembly and fixing structure, which is simple in structure, convenient for in-plant production and on-site maintenance, and has low construction and operating costs. Furthermore, the fixed structure of the obtuse-angle frog 1 helps to expand the application range of the switchgear mechanism in special sections such as level crossings, thus broadening its applicable scenarios. Simultaneously, the use of an inner and outer double guard rail structure helps to prevent the inner side of the wheelset flange from impacting the non-working side of the frog rail, improving driving safety and extending the frog rail's lifespan. In addition, a lateral adjustment function for the guard rail flange groove is added, facilitating maintenance and repair.

[0117] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. The scope of this disclosure is defined by the appended claims and their equivalents. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. A switch mechanism for railway tracks, characterized in that, include: An obtuse-angled frog includes a first wing rail extending in a first direction and a second wing rail extending from a curved portion of the first wing rail in a second direction forming an angle with the first direction; The first center rail is disposed on one side of the first wing rail and has a first tip spaced apart from the curved portion. The first center rail extends in the extending direction of the second wing rail. The first guide rail is located on the side of the first center rail that is opposite to the first wing rail and is parallel to the second wing rail; The first inner guard rail is disposed inside the first guide rail and is higher than the first guide rail. It is configured to block the inner side of the first rim of the first wheel pair during the travel of the first wheel pair in the area where the first tip is located, so that a gap is formed between the outer side of the second rim of the first wheel pair and the working edge of the first tip.

2. The switch mechanism according to claim 1, characterized in that, Also includes: The second center rail is disposed on one side of the second wing rail and has a second tip spaced apart from the curved portion. The second center rail extends in the extending direction of the first wing rail. as well as The first outer guard rail, which is higher than the first guide rail and located outside the first guide rail and facing the second center rail, is configured to block the outer side of the first wheel of the first wheelset during the travel of the first wheel in the area where the second tip is located, so that a gap is formed between the inner side of the second rim of the first wheelset and the non-working edge of the second tip.

3. The switch mechanism according to claim 2, characterized in that, A limit mark is provided on the side of the first outer guard rail near the obtuse-angle fork. The distance between the limit mark and the side surface of the first outer guard rail near the obtuse-angle fork is less than the maximum gap between the outer side of the second wheel flange and the first center rail.

4. The switch mechanism according to claim 2, characterized in that, Also includes: The second guide rail is arranged parallel to the first wing rail on the side of the second center rail opposite to the second wing rail; The second inner guard rail, located inside and above the second guide rail, is configured to block the inner side of the third rim of the second wheel pair during travel in the area where the second tip is located, so that a gap is formed between the outer side of the second rim of the second wheel pair and the working edge of the second tip.

5. The switch mechanism according to claim 4, characterized in that, Also includes: The second outer guard rail, positioned higher than the second guide rail and located outside the second guide rail, faces the first center rail. It is configured to block the outer side of the third wheel of the second wheelset during the second wheel's travel in the area where the first tip is located, so that a gap is formed between the inner side of the fourth rim of the second wheelset and the non-working edge of the first tip.

6. The switch mechanism according to claim 5, characterized in that, In the orthographic projection of the third direction, the projection of the second tip and the projection of the harmful space formed between the second center rail and the second wing rail both coincide with the projection of the first outer guard rail; wherein, the third direction is orthogonal to the second direction; In the orthographic projection in the fourth direction, the projection of the first tip and the projection of the harmful space formed between the first center rail and the first wing rail both coincide with the projection of the second outer guard rail; wherein, the fourth direction is orthogonal to the first direction.

7. The switch mechanism according to claim 6, characterized in that, In the third-direction orthographic projection, the projection of the first tip coincides with the projection of the first inner guard rail. In the orthographic projection in the fourth direction, the projection of the second tip coincides with the projection of the second inner guard rail.

8. The switch mechanism according to claim 6, characterized in that, In the third-direction orthographic projection, the projection of the second tip coincides with the projection of the first inner guard rail; In the orthographic projection in the fourth direction, the projection of the first tip coincides with the projection of the second inner guard rail.

9. The switch mechanism according to claim 6, characterized in that, Also includes: Multiple positioning components are provided, with some of the positioning components disposed between the first outer guard rail and the first guide rail, and others disposed between the second outer guard rail and the second guide rail, to limit the relative position between the first outer guard rail and the first guide rail, and to limit the relative position between the second outer guard rail and the second guide rail.

10. The switch mechanism according to any one of claims 2-9, characterized in that, Also includes: A turnout guard rail is installed on the side of the first and second center rails closest to the first guide rail.

11. The switch mechanism according to claim 10, characterized in that, In the orthographic projection of the third direction, the projections of the first tip and the second tip both coincide with the projection of the fork guard rail; wherein the third direction is orthogonal to the second direction.

12. The switch mechanism according to claim 10, characterized in that, Also includes: Multiple limiting components are provided. Some limiting components are connected to the first wing rail, the first center rail, and the frog guard rail, while other limiting components are connected to the second wing rail, the second center rail, and the frog guard rail.

13. A diamond-shaped turnout system, characterized in that, include: The turnout mechanism as described in any one of claims 1-12.

Images